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A Start of Injection (SOI) table is available however there isn’t a significant amount of room in order to expand this much beyond stock values, we generally recommend leaving this table quite close to stock for most vehicles.
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Power Enrichment and Component Protection
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Once the protection threshold has been exceeded, the ECU references two tables as an enrichment target. Target Lambda (Catalyst Protection) and Target Lambda (VTEC) (Catalyst Protection). These tables use air charge and RPM as axes and will adjust the feed forward target AFR.
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Oftentimes during vehicle operation, target lambda will be more rich than seen in these tables. The mixture will skew more rich as the system attempts to keep the catalyst within the desired temperature range. That means the mixture will be adjusted when it’s too hot as well as when it’s too cool. Table Minimum Lambda (Catalyst Protection) sets a lower boundary on how rich the AFR target can be commanded by this system.
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Each gear and drive mode have their own requested torque tables based on the accelerator pedal and current engine RPM. Changing spots not under wide-open-throttle conditions can adjust throttle sensitivity, or decrease/increase torque available under certain conditions (i.e. reducing power up top to prevent slamming into a limiter, increasing power down low to offer a snappier pedal response). Keep in mind your torque request will need to be increased to hit higher torque/airmass output seen when increasing power. These tables are also gated by the Torque Limit table.
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MAF
The FK8 uses a MAF sensor located in the intake system pre-turbo. Much like other MAF equipped vehicles, this will require adjustment when changing parts on the car that affect airflow. Luckily it does have quite a few monitors needed to tune such as MAF Sensor V, Short Term Fuel Trim (STFT) and Long Term Fuel Trims (LTFT).
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The sensor has an upper limit of 4.96V which is attainable on the stock intake, MAF housing and turbo at higher RPM. Exceeding this limit will give you a DTC (P0103) and put the vehicle into limp mode. Decreasing airmass targets, or swapping to a larger MAF housing and recalibrating the MAF curve can solve this issue.
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Turbo Max Ratio (PA) is a limit to boost based on barometric pressure. The X-Axis (PA) is a ratio of measured barometric pressure vs standard pressure (1 BAR). As barometric pressure decreases, PA decreases and maximum allowed compressor ratio decreases as well in order to keep turbo shaft speed controlled at a safe level.
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Turbo Max Ratio (PA) Comp. (IAT2) is a 2D curve that adjusts the calculated PA ratio based on intake air temperature. As temperature increases, the compensation will lower the PA limit.
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Turbo Max Ratio (Temp) is used to limit boost based on intake air temperature. The X-Axis is a measured temperature from before the turbo charger. As air temperature increases, the maximum allowed compressor ratio decreases to keep turbo speed controlled.
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Intercooler and air filter pressure drops are controlled by a few different tables which correlate the amount of air flow with pressure drop. We believe that the pressure drop is applied to PA in order to model compressor inlet pressure, and that the intercooler pressure drop table is a good chunk of the drop seen between outlet pressure and manifold pressure targets.
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Air Charge Limit while not used in most of the factory calibrations, looks at engine speed and applies an air charge limit to the vehicle in response.
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